Abstract
The transition from high carbon-intensity to low carbon-intensity transport fuels entails the development of energy efficient and cost-effective decarbonisation pathways. In this paper, 14 potential natural and renewable gas supply pathways and natural gas vehicles (NGVs) have been selected and evaluated with regards to well-to-tank (WTT) fuel production costs and break-even vehicle added investment costs. NGVs are evaluated for both road- and maritime transport applications with three types of gas engines; dedicated, dual fuel, and high pressure direct injection (HPDI) engines. The results indicate that owing to the alternate gas distribution mechanisms and filling stations configuration there exist a substantial fuel production cost differences between the selected gas pathways. Despite its long-distance shipping and distribution, imported LNG showed significant production cost advantage over compressed natural gas (CNG) and liquefied renewable natural gas (LRNG) pathways. Evaluating the current economic performances, all NGVs are found to be competitive corresponding to gasoline cars, but not compared to diesel cars due to the lower price gap between CNG and diesel. In the heavy-duty vehicle and passenger vessel segments, however, owing to the high price gap between LNG and diesel/marine gas oil (MGO), all NGVs and LNG passenger vessels showed high competitiveness compared to their conventional counterparts.
Highlights
In the last few decades, the transition to a low carbon economy and a green energy system have been a goal for many countries
compressed natural gas (CNG)-Vehicle Refueling Appliance (VRA) was found to be the cheapest pathway with an 11.2 €/GJ; all costs are to be transferred to private individuals, and affordability of the upfront investment cost is a challenge
14 potential gas supply pathways were evaluated for road transport and maritime transport applications through WTT fuel production costs evaluation and break-even added investment costs of natural gas vehicles (NGVs)
Summary
In the last few decades, the transition to a low carbon economy and a green energy system have been a goal for many countries. Road transport took the greatest share, accounting for 73% of the total emission in 2014. A high energy-to-carbon ratio, stable and low price, and abundant availability, and its clear burning characteristics makes NG an attractive alternative transport fuel. It could potentially pave way for increased use of RNG. To increase its energy density and provide a longer driving range for NGVs, NG should either be compressed to about 200 bars and stored in high-pressure tanks (CNG), or cooled to -162oC at atmospheric pressure and stored in highly insulated cryogenic tanks (LNG). In Europe, few countries have shown high market penetration of NGVs, such as Italy and Germany [3]
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